Safety cabin

ABSTRACT

The Invention relates to a safety cell, in particular for motor vehicles in saloon car race sport. The safety cell is employed to receive the seat of the vehicle driver and thus to protect the vehicle driver against injuries based on an accident. The safety cell (monocoque) is here essentially subdivided into a seat region and a foot region and is produced out of carbon fibers having long fibers with a laminar structure in combination with aluminum and/or an aluminum honeycomb structure. The safety cell is flexible and employable in different vehicle types and meets the highest safety conditions.

The Invention relates to a safety cell, in particular for motor vehiclesin the saloon car race sport according to the preamble of the firstPatent claim. The safety cell is employed in motor vehicles, preferablyin the saloon car race sport, for receiving the driver seat for therebyprotecting the driver against injuries caused by an accident.

A safety seat is known from the German printed Patent document DE29924054 U1,which safety seat is employed in the race sport forprotecting the passengers. Here a safety seat is involved, wherein thesafety seat is constructed according to the monocoque constructionmethod and wherein the safety seat is particularly light weight formedby the employment of fiber reinforced material (CFK). The stiffiess ofthe safety seat is obtained by the formation of a honeycomb structuremade of CFK, whereby the property of the CFK of providing high stiffnessat low weight is only ideally used relative to the weight side. The highdriver specific formation of the safety increasing element is to beconsidered a further disadvantage of this concept, since any safety seathas to be individually tuned to the driver, which tuning is associatedwith substantial costs. The formation of the side walls is dubious as tosafety technology, since these side walls do not fully cover the driveron the side. Furthermore, the side walls exhibit a concave bulgingdirected in the direction toward the seat wall, wherein the bulgingfurther runs in a relatively small transition radius in the directiontoward the foot region such that in case of a hard crash a buckling canoccur in this weakened side wall region.

It is an object of the Invention to furnish a safety cell, whichexhibits a small individualising degree specific to the driver, which isflexible and employable in various vehicle types and which meets thehighest safety conditions.

This object is achieved according to the present Invention with thecharacterizing features of the first Patent claim. The safety cell(monocoque) is here essentially subdivided into a seat region and a footregion and is produced out of carbon fibers having a long fiber with alaminar structure in combination with aluminum and/or an aluminumhoneycomb structure. Here the stiffness of the safety cage can be variedby way of fiber orientation and/or the orientation of individual fibersor fiber layers relative to each other. The binding in of functioncarriers is performed by the separate bringing in of receiver blocks,wherein the receiver blocks can be bound into the monocoque throughaluminum plates integrated into the monocoque structure, whereby alsothe average stiffness of the total structure can be increased. It isalso possible that the function carriers to be bound into the receiverblocks are performed as an attachment for the steering column, the gearshift lever mechanism or the pedal plant. The monocoque can exhibit alsoopenings and/or recesses, wherein the function carriers (receiverblocks) are bound to the monocoque by way of the openings and/orrecesses. The safety cage is open in part, or, respectively, completelyclosed at the end of the foot space, wherein the safety cage exhibitsopenings and/or bore holes in the back, side, and floor region. Thesafety cell is fixed in its position at the vehicle frame structure bythe openings/bore holes in the floor region and/or in the side regionand/or through embedded function carriers, whereby the monocoquemaintains its position in the vehicle also under the effect andinteraction of large deformation forces. The modulus of shear of thefloor group of the vehicle is simultaneously increased by the multipointfixation. Preferably a total of 8 attachment points is integrated in thefloor region of the seat cage, wherein in each case four rows withattachment points in each case two pairwise are disposed at a distanceto each other.

The first side wall region of the monocoque disposed furthest most inthe direction toward the vehicle outer side covers the sidewaysprojected area of the vehicle driver in an upright seated position aswell as in an inclined position in the direction of the length of theconstruction part up to the shoulder of the vehicle driver completely inheight and width, in order to increase the safety in case of a sidecrash impact. The second side wall region of the monocoque covers thesideways projected area of the driver only in an upright seatedposition, up to the shoulder of the vehicle driver completely in heightand width. The head protection region can be separately bound in at thesafety cage, whereby a partial overlapping with the head protectionregion to be bound in results in the seat region. The head protectionregion can be attached on the inside and/or on the outside at the seatregion. Preferably the head protection region is disposed at a seatreceiver attachable in the seat region.

The steering can be connected to the monocoque depending on the load,wherein also a height level adjustment of the steering wheel is possiblebased on the dimensioning or, respectively, the positioning of thereceiver blocks in or, respectively, on the monocoque.

It is furthermore advantageous in case of a fire, if at least the outercontour of the safety cage is furnished with a fire proof or flameresistant coating or foil or heat resistant coating.

One or several airbags can be integrated in the region of the side wallsand/or the foot region, wherein the binding in of the airbags isperformed through functional elements.

An increased number of carbon fiber layers and/or layers out of aluminumor aluminum honeycomb structure are furnished to the side wall regiondisposed furthest most in the direction toward the outside of thevehicle and/or in the foot region as compared to other regions of theseat cage in order to furnish the largest possible protection to theparticularly endangered regions.

The Invention is in the following illustrated in more detail by way ofembodiment examples and associated drawings.

There is shown in:

FIG. 1: safety cell in a three-dimensional view,

FIG. 2: safety cell in a three-dimensional view with openings/recessesfor binding in of function carriers,

FIG. 3: safety cell in a side elevational view,

FIG. 4 safety cell in a top planar view.

FIG. 1 shows the safety cell with two main components: seating region SAand foot region FB. The seat receiver SA exhibits a back rest region SRand a first side wall region SW1 as well as a second side wall regionSW2, wherein the side wall regions SW1, SW2 extend up to the foot regionFB.

FIG. 2 shows the safety cell with rectangles indicating thecorresponding positions and function elements FB embedded in themonocoque structure FB for the receiving of the steering rod, GZ for thereceiving of the accelerator assembly, SB for the receiving for the gearshift lever mechanism as well as SG the mounting position for the safetybelt.

The safety cell is illustrated in a side elevational view in FIG. 3width a second side wall SW2 in the foreground disposed about in themiddle of the vehicle. The upper edge of the second side wall SW2 runshere from the seat region SA to the foot region FB first in a convexcurved radius R3, wherein a linear vertical in the direction toward thefloor indicating region L2 following to the convex curved radius R3,wherein an essentially convex curved region R4 borders the floorindicating region L2. The upper edge of the first side wall SW1 runsfrom the seat region SA to the foot region FB first in a concave curvedradius R1, then in a downwardly inclined region L following to theconcave curved radius R1, approximately linear at an acute angle alphain the direction toward the foot region FB and in a then followingconcave curved radius R2. A buckling of the monocoque is excluded basedon the in driving direction inclined orientation of the side wall coursewith the only slightly swiveled transitions.

FIG. 4 shows the safety cell in a top planar view with the binding inpoints A for fixation at the frame structure not illustrated. The simpleexchangeability of the safety cell is assured by the fixed attachmentpoints A.

The mode of operation of the safety cell is the following:

In order to protect the driver of a saloon car against injuries throughan accident, the survival space of the driver has to be secured by aparticular stiff structure, by a structure standing up to also a hardcrash. These high safety conditions are taken care of by the employmentof a safety cell made out of carbon fibers having long fibers of definedorientation with an aluminum honeycomb structure embedded and interlacedbetween the carbon fiber layers. The safety cell here exhibitsessentially a seat region SA and a foot region FB (FIG. 1).

The stiffness of the safety cell, such as for example in the foot regionFB (FIG. 1), can be purposefully increased in particular by theemployment of carbon fibers with long fibers in connection with aluminumhoney comb in order to prevent therewith a possible deformation of thesurvival space as for example in the case of a front collision crash.This increase of the stiffness and/or elasticity can be performed by acorresponding adaptable number and/or orientation of the layers offibers/fiber layers, wherein the zones with increased stiffness or,respectively, zones with desired elasticity can be influenced by theorientation individual fibers and/or fiber layers or, respectively,aluminum honeycomb layers relative to each other. Further function partssuch as steering wheel/steering column and gear shift lever mechanismare integrated into the safety cell in order to protect the vehicledriver against injuries by the further function parts such as steeringwheel/steering column and gear shift lever mechanism. This integrationcan be performed through receiver blocks, wherein the receiver blocksthemselves exhibit a high stiffness, thereby the parts such as steeringblock LB, switching block SG, accelerator installation GZ, belt systemGZ (FIG. 2) as well as the binding in points A (FIG. 4) of the monocoqueat the vehicle frame structure maintain their position also under theinfluence of large forces. However it is also possible to support thereceiver blocks depending on load on aluminum plates previously enteredinto the structure. The safety cell exhibits a long extended side wallSW (FIG. 3) in the direction toward the middle of the vehicle for thecase of a side crash impact in order to thereby prevent a buckling outin the direction of the middle of the vehicle, whereby the risk ofinjury is also reduced.

The safety of the safety seat can be further increased by a coating ofthe complete safety cell or at least of the outer contour of the safetycell with a fire proof or flame resistant coating or foil or with a heatresistant coating and by the installation of airbags.

The reinforcement of particularly endangered regions by an increasednumber of carbon fiber layers and/or layers out of aluminum or out of analuminum honeycomb structure is not illustrated in more detail.

Overall a safety cell is created for a saloon car race sport, whereinthe safety cell withstands even the highest loads and thus offers amaximum of safety for the vehicle driver.

1. Safety cell, in particular for motor vehicles in saloon car race sport, made out of fiber composite material (CFK) in monocoque construction fashion, wherein the monocoque comprises a seat region (SA) and a foot region (FB) and out of carbon fibers having long fibers with a laminate structure in combination with aluminum and/or an aluminum honeycomb structure.
 2. Safety cell according to claim 1 characterized in that the stiffness of the safety cell is variable by way of fiber orientation and/or the orientation of individual fibers or fiber layers.
 3. Safety cell according to claim 1 characterized in that the binding in of function carriers and/or binding in points (A) is performed by receiver blocks separately to be entered.
 4. Safety cell according claim 1, characterized in that the binding in of the receiver blocks can be performed through aluminum plates integrated into the monocoque structure.
 5. Safety cell according to claim 1, characterized in that the average stiffness of the overall structure is increased by the binding in and by the dimensioning of function carriers and/or binding in points (7).
 6. Safety cell according to claim 5 characterized in that at least one function carrier (LB) integrated into the upper side of the foot region (FB) is formed as a binding in for the steering column.
 7. Safety cell according to claim 6, characterized in that the function carrier (SB) is formed in one of the side walls (SW1, SW2) as an attachment for the gear shift lever mechanism.
 8. Safety cell according to claim 7, characterized in that a fundtion carrier integrated into the lower side of the foot region (FB) is formed as an attachment for the accelerator assembly.
 9. Safety cell according to claim 1, characterized in that the monocoque exhibits openings for binding in of function carriers.
 10. Safety cell according to claim 1, characterized in that the monocoque exhibits recesses for binding in of function carriers.
 11. Safety cell according to claim 1, characterized in that the monocoque is partially or completely closed at the end of the foot space (FB).
 12. Safety cell according to claim 1, characterized in that the monocoque exhibits openings and/or bore holes in the rear region, the side region, and the floor region (BB).
 13. Safety cell according to claim 1, characterized in that the binding in of the monocoque to the vehicle frame structure is performed through the openings and/or bore holes in the floor region (BB) and/or the openings/bore holes in the side region and/or through binding in points (A) in the floor region (BB).
 14. Safety cell according to claim 1, characterized in that the side wall (SWI) of the monocoque disposed toward the floor of the vehicle driver covers the sideways projected area of the driver in an upright seated position as well as with inclined position in the direction of the longitudinal direction of the construction part up to the shoulder of the vehicle driver completely in height and width.
 15. Safety cell according to claim 1 characterized in that the side wall (SW2) of the monocoque disposed remote from the door of the vehicle driver completely covers the sideways projected area of the driver in an upright seated position up to the shoulder of the driver completely in height and width.
 16. Safety cell according to claim
 1. characterized in that the end of the seat region (SA) pointing in the direction toward the head region overlaps to form a head projection region.
 17. Safety cell according to claim 1, characterized in that the head protection region is attachable on the inside and/or on the outside at the seat region (SA).
 18. Safety cell according to claim 1, characterized in that the head protection region is disposed at the seat receiver attachable in the seat region (SA).
 19. Safety cell according to claim 1, characterized in that a person retaining system is integrated into the monocoque.
 20. Safety cell according to claim 1 characterized in that the steering column is adjustable in height level with the dimensioning of the receiver block.
 21. Safety cell according to claim 1, characterized in that the monocoque maintains its position in the vehicle under the impact of large deformation forces.
 22. Safety cell according to claim 1, characterized in that the steering column is supported depending on load.
 23. Safety cell according to claim 1, characterized in that the upper edge of the first side wall (SW1) runs from the seat region (SA) to the foot region (FB) first in a convex curve radius (R1), in a then following nearly linear region (L) at an acute angle (alpha) in the direction toward the foot region (FB) to a downward inclined region (L) and to a following concave curved radius (R2).
 24. Safety cell according to claim 1, characterized in that the upper edge of the second side wall (SW2) runs from the seat region (SA) to the foot region (FB) first in a convex curve radius (R3), then runs along a linear region (L2) pointing vertical in the direction toward the floor region (BB), wherein an essentially convex curved region (R4) follows to the linear region (L2).
 25. Safety cell according to claim 1, characterized in that a total of eight binding in points (A) for the attachment at the floor group is integrated in the floor region (BB) of the seat cell, wherein in each case 4 rows with in each case two binding in points (A) disposed pairwise at a distance relative to each other are furnished.
 26. Safety cell according to claim 25 characterized in that the modulus of shear of the floor group is increased by the attachment of the safety cell.
 27. Safety cell according to claim 1 characterized in that at least the outer contour of the safety cell is furnished with a fire proof or flame resistant coating or foil.
 28. Safety cell according to claim 1 characterized in that at least the outer contour of the safety cell is furnished with a heat resistant coating or foil.
 29. Safety cell according to claim 1, characterized in that one or several airbags are integrated in the region of the side walls (SW1, SW2) and/or of the foot region (FB), wherein the binding in of the airbags is performed through function elements.
 30. Safety cell according to claim 1 characterized in that the side wall region disposed furthest in the direction toward the outside of the vehicle and/or the foot region exhibits an increased number of carbon fiber layers and/or layers of aluminum or of aluminum honeycomb structure in comparison to the other regions of the seat cell. 